Eco-friendly vehicle and method of controlling valet mode for the same

ABSTRACT

Disclosed may be a method of controlling a valet mode of a vehicle, the method including determining whether the vehicle may be in valet mode, when the vehicle may be determined to be in the valet mode, setting the vehicle to a plurality of parking state modes based on the traveling state of the vehicle being parked, and calculating an air conditioning limit power capable of limiting the air conditioning of the vehicle based on each of the valet mode and the plurality of set parking state modes.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims under 35 U.S.C. § 119(a) the benefit of Korean Patent Application No. 10-2022-0028833, filed on Mar. 7, 2022, which is hereby incorporated by reference as if fully set forth herein.

TECHNICAL FIELD

The present disclosure relates to a vehicle capable of limiting air conditioning, when a valet mode may be activated, based on a parking or traveling state in consideration of the characteristics of the vehicle, and a method of controlling the valet mode therefor.

BACKGROUND

Valet mode refers to a function that allows a vehicle owner to restrict some functions of the vehicle before delivering the vehicle to another person when someone other than the owner temporarily drives the vehicle, such as using a valet parking service.

Generally, the valet mode may be implemented in the form of recording traveling distance, time, and maximum speed of the vehicle until an engine may be turned off and informing the vehicle owner of the recorded information through a smartphone application, or informing the vehicle owner of the same through an in-vehicle output device when the vehicle owner turns off the valet mode. In addition to the method of informing the driver of traveling history of the vehicle recorded in the absence of the driver, in order to protect personal information of the owner, some functions of an audio/video/navigation (AVN) system may be restricted (e.g., locking of navigation destination setting history, disabling access to driver's profile, limiting wireless connection function, etc.). In addition, when the valet mode may be activated, access to a predetermined space in the vehicle may be restricted, such as locking a trunk or glove box, and engine output or revolutions per minute (RPM) may also be restricted depending on the vehicle.

However, since the above-mentioned general valet mode may be controlled by simply being turned on and off, precise control depending on the situation is impossible. Moreover, the characteristics of eco-friendly vehicles such as an electric vehicle (EV) or a hybrid electric vehicle (HEV), which are recently popularized, may not be considered at all.

For example, in the valet mode, it may be common to drive the vehicle a short distance at a low speed in a parking lot, but the engine may be unnecessarily started due to a situation, such as air conditioning, or other than high demand power, that is not considered at all.

For example, a valet driver takes a break while using excessive air conditioning in the eco-friendly vehicle after parking the vehicle, whereby the engine starts and consumes fuel.

SUMMARY

Accordingly, the present disclosure may be directed to a vehicle and a method of controlling valet mode for the same that substantially obviate one or more problems due to limitations and disadvantages of the current technology.

An object of the present disclosure may be to provide an eco-friendly vehicle capable of limiting air conditioning, when a valet mode is activated, based on a parking or traveling state in consideration of the characteristics of the eco-friendly vehicle, and a method of controlling valet mode therefor.

Additional advantages, objects, and features of the disclosure will be set forth in part in the description which follows and in part will become apparent to those having ordinary skill in the art upon examination of the following or may be learned from practice of the disclosure. The objectives and other advantages of the disclosure may be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.

To achieve these objects and other advantages and in accordance with the purpose of the disclosure, as embodied and broadly described herein, there may be provided a method of controlling a valet mode of a vehicle, the method including determining whether the vehicle may be in the valet mode, when the vehicle may be determined to be in the valet mode, setting the vehicle to a plurality of parking state modes based on the traveling state of the vehicle being parked, and calculating an air conditioning limit power capable of limiting the air conditioning of the vehicle based on each of the valet mode and the plurality of set parking state modes.

The setting may include, in the valet mode, determining whether the parking assist system (PAS) may be activated and, upon determining that the PAS may be activated, setting one of the plurality of parking state modes to a first parking state mode, and in the first parking state mode, determining whether P-position may be engaged based on the gear shift information, and upon determining that the P-position may be engaged, setting another of the plurality of parking state modes to a second parking state mode.

For example, the calculating an air conditioning limit power may include setting the air conditioning limit power to at least one air conditioning limit range, and applying the set at least one air conditioning limit power level range differently to each of the valet mode, the first parking state mode, and the second parking state mode.

The at least one air conditioning limit power level range may set a first air conditioning limit power level, a second air conditioning limit power level, and a third air conditioning limit power level based on a maximum power capable of controlling air conditioning of the vehicle.

The second air conditioning limit power level may have a second maximum value set to be smaller than a first maximum value of the first air conditioning limit power level, and set to be greater than a third maximum value of the third air conditioning limit power level.

The calculating may include applying the first air conditioning limit power level in the valet mode, applying the second air conditioning limit power level in the first parking state mode, and applying the third air conditioning limit power level in the second parking state mode.

The setting may further include, upon determining that the PAS may not be activated, determining a condition for requesting opening of an active air flap (AAF) using air conditioning of the vehicle.

The determining may include, when the condition for requesting opening of the AAF may be satisfied, setting a third parking state mode.

The condition for requesting opening of the AAF may include that an engine of the vehicle may not be operating, that a traveling speed of the vehicle may be equal to or greater than a predetermined threshold speed, and that an indoor temperature of the vehicle may be greater than or equal to a predetermined threshold temperature.

In another embodiment of the present disclosure, a vehicle may be provided with a valet control unit for controlling a valet mode. The valet control unit may include a determinator configured to determine whether the vehicle may be in valet mode, a setter configured to set the vehicle to a plurality of parking state modes based on the traveling state of the vehicle being parked when the vehicle may be determined to be in the valet mode, and a power limiter configured to calculate an air conditioning limit power for controlling air conditioning of the vehicle based on each of the valet mode and the plurality of set parking state modes.

The setter may be configured, in the valet mode, to determine whether the parking assist system (PAS) may be activated and, upon determining that the PAS may be activated, set the parking state mode to a first parking state mode, and, in the first parking state mode, determine whether P-position may be engaged based on the gear shift information and, upon determining that the P-position may be engaged, set the parking state mode to a second parking state mode.

The power limiter may be configured to set the air conditioning limit power to at least one air conditioning limit range, and apply the at least one air conditioning limit power level range differently to each of the valet mode, the first parking state mode, and the second parking state mode.

The at least one air conditioning limit power level range may be set to the first air conditioning limit power level, the second air conditioning limit power level, and/or the third air conditioning limit power level based on a maximum power capable of controlling air conditioning of the vehicle.

The second air conditioning limit power level may have a second maximum value set to be smaller than a first maximum value of the first air conditioning limiting power level, and set to be greater than a third maximum value of the third air conditioning limiting power level.

The power limiter may be configured to apply the first air conditioning limit power level in the valet mode, apply the second air conditioning limit power level in the first parking state mode, and apply the third air conditioning limit power level in the second parking state mode.

The setter may be configured, upon determining that the parking assist system may not be activated, to determine a condition for requesting opening of an active air flap (AAF) using air conditioning of the vehicle.

The setter may be configured, when the condition for requesting opening of the active air flap (AAF) may be satisfied, to set the third parking state mode.

The condition for requesting opening of the AAF may include that an engine of the vehicle may not be operating, that a traveling speed of the vehicle may be equal to or greater than a predetermined threshold speed, and that an indoor temperature of the vehicle may be greater than or equal to a predetermined threshold temperature.

It is to be understood that both the foregoing general description and the following detailed description of the present disclosure are exemplary and are intended to provide further explanation of the disclosure as claimed.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the disclosure and together with the description serve to explain the principle of the disclosure. In the drawings:

FIG. 1 is a block diagram illustrating an example of the structure of a control unit configured to limit air conditioning during a valet mode according to an embodiment of the present disclosure;

FIGS. 2 and 3 illustrate an example in which an eco-friendly vehicle controls air conditioning when a valet mode is activated according to an embodiment of the present disclosure;

FIG. 4 illustrates an example of a form in which a plurality of air conditioning limit power levels is set according to an embodiment of the present disclosure; and

FIG. 5 is a flowchart showing an example of a control process for limiting air conditioning during a valet mode according to an embodiment of the present disclosure.

DETAILED DESCRIPTION

It is understood that the term “vehicle” or “vehicular” or other similar term as used herein is inclusive of motor vehicles in general such as passenger automobiles including sports utility vehicles (SUV), buses, trucks, various commercial vehicles, watercraft including a variety of boats and ships, aircraft, and the like, and includes hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles and other alternative fuel vehicles (e.g. fuels derived from resources other than petroleum). As referred to herein, a hybrid vehicle is a vehicle that has two or more sources of power, for example both gasoline-powered and electric-powered vehicles.

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the disclosure. As used herein, the singular forms “a,” “an” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. These terms are merely intended to distinguish one component from another component, and the terms do not limit the nature, sequence or order of the constituent components. It will be further understood that the terms “comprises” and/or “comprising,” when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. As used herein, the term “and/or” includes any and all combinations of one or more of the associated listed items. Throughout the specification, unless explicitly described to the contrary, the word “comprise” and variations such as “comprises” or “comprising” will be understood to imply the inclusion of stated elements but not the exclusion of any other elements. In addition, the terms “unit”, “-er”, “-or”, and “module” described in the specification mean units for processing at least one function and operation, and can be implemented by hardware components or software components and combinations thereof.

Although exemplary embodiment is described as using a plurality of units to perform the exemplary process, it is understood that the exemplary processes may also be performed by one or plurality of modules. Additionally, it is understood that the term controller/control unit refers to a hardware device that includes a memory and a processor and is specifically programmed to execute the processes described herein. The memory is configured to store the modules and the processor is specifically configured to execute said modules to perform one or more processes which are described further below.

Further, the control logic of the present disclosure may be embodied as non-transitory computer readable media on a computer readable medium containing executable program instructions executed by a processor, controller or the like. Examples of computer readable media include, but are not limited to, ROM, RAM, compact disc (CD)-ROMs, magnetic tapes, floppy disks, flash drives, smart cards and optical data storage devices. The computer readable medium can also be distributed in network coupled computer systems so that the computer readable media is stored and executed in a distributed fashion, e.g., by a telematics server or a Controller Area Network (CAN).

Unless specifically stated or obvious from context, as used herein, the term “about” is understood as within a range of normal tolerance in the art, for example within 2 standard deviations of the mean. “About” can be understood as within 10%, 9%, 8%, 7%, 6%, 5%, 4%, 3%, 2%, 1%, 0.5%, 0.1%, 0.05%, or 0.01% of the stated value. Unless otherwise clear from the context, all numerical values provided herein are modified by the term “about”.

Hereinafter, embodiments of the present disclosure will be described in detail with reference to the accompanying drawings, the same reference numerals may be used to designate the same/like components, and a redundant description thereof will be omitted. In general, a suffix such as “module” and “unit” may be used to refer to elements or components. Use of such a suffix herein may be merely intended to facilitate description of the specification, and the suffix itself may not be intended to have any special meaning or function. In describing the present disclosure, if a detailed explanation of a related known function or construction may be considered to unnecessarily distract from the gist of the present disclosure, such explanation, which would be obvious to those skilled in the art, has been omitted. The accompanying drawings may be used only to help easily understand the technical idea of the present disclosure, and it should be understood that the idea of the present disclosure may not be limiting by the accompanying drawings. The idea of the present disclosure should be construed to encompass any alterations, equivalents and substitutes beyond what may be shown in the accompanying drawings.

It will be understood that, although the terms first, second, etc. may be used herein to describe various components, these components should not be limited by these terms. These terms may be generally only used to distinguish one element from another.

It will be understood that when an element may be referred to as being “connected to” another element, the element may be directly connected to the other element or intervening elements may also be present. In contrast, when an element may be referred to as being “directly connected to” another element, there may be no intervening elements present.

A singular representation may include a plural representation unless it represents a definitely different meaning from the context.

Terms such as “include” or “has” may be used herein and should be understood that the terms may be intended to indicate the existence of several components, functions or steps, disclosed in the specification, and it may be also understood that greater or fewer components, functions, or steps may likewise be utilized. In addition, “control unit” included in the name of a motor control unit (MCU), a hybrid control unit (HCU), etc. may be merely a term widely used in naming a controller that controls a predetermined function of a vehicle, and does not mean a generic functional unit. For example, each control unit may include a communication device configured to communicate with another control unit or sensor so as to control the function it may be responsible for, a memory configured to store an operating system or logic commands, input and output information, etc., and one or more processors configured to perform judgment, calculation, decision, etc. needed in controlling the function it may be responsible for.

In embodiments of the present disclosure, when an air conditioning control function may be provided in an eco-friendly vehicle in valet mode, it may be proposed to control an air conditioning limit power level in consideration of the parking state as well as the traveling state of the vehicle in valet mode.

“Valet mode” referred to below may mean a mode in which at least some settings of a vehicle may be changed or at least some functions/performance may be restricted on the assumption that an owner, a main driver, or a driver who has driven the vehicle to a predetermined area, where the driver may be expected to be replaced, will be replaced by another driver. In addition, having a plurality of air conditioning limit power levels may mean that a predetermined level may have at least one of an upper level and a lower level because there may be a vertical relationship among the air conditioning limit power levels.

FIG. 1 is a block diagram illustrating an example of the structure of a control unit configured to control air conditioning during a valet mode according to an embodiment of the present disclosure.

Referring to FIG. 1 , a valet control unit 100 configured to control air conditioning function in valet mode may have valet mode information, air conditioning information, flap information, PAS mode information, gear stage information, etc. as input information.

In addition, output information may include a control command transmitted to another control unit related to a power limiting function for limiting air conditioning in valet mode.

Valet mode information may be obtained by the audio/video/navigation (AVN) system. The AVN system may receive various input information from the owner or main user using a user setting menu (USM), and display various valet mode information related to the valet mode.

When at least one of predetermined conditions to enable valet mode may be satisfied, it may be determined to activate a valet mode function. For example, the predetermined conditions to enable valet mode may include that a command for enabling valet mode may be manually entered by a vehicle owner through the AVN system or the USM, that a command for enabling valet mode may be input by remote control using wireless communication (e.g., a command may be transmitted via a telematics system, or a command may be input from a mobile terminal connected through near field communication such as Wi-Fi or Bluetooth, etc.), that a door sensor detects that a driver's seat door may be opened or closed, and a seat sensor senses that a driver's weight may be different from a vehicle owner's weight (i.e., a change of driver may be detected), that a navigation system detects that the vehicle has reached a preset location (e.g., an airport, hotel, restaurant, parking lot, or location determined by the navigation system to be a valet area, a location preset by a driver, etc.), that the vehicle arrives at a predetermined location set based on big data (e.g., driver's past setting history, other drivers' setting histories, etc.) learned by the navigation system or linked to a telematics center, that a parking assist system (PAS) may be activated (the parking assist system may include, but may not be limited to, a smart parking assist system (SPAS), a remote parking assist system (RPAS), etc.), and that the vehicle may be determined to be in a parking lot mode through internal logic based on sensor information of the vehicle (e.g., accelerator pedal sensor (APS), break pedal sensor (BPS) operation analysis, etc.).

The air conditioning information may be obtained by a fully automatic temperature control (FATC). The FATC may be a temperature control device configured to control various motor modules (e.g., mode door motor, air mix door motor, indoor/outdoor door motor) through logical operation in the microcomputer inside the FATC based on the input signal through at least one or more various sensors (e.g., an inside temperature sensor, an outside temperature sensor, a water temperature sensor, and a line sensor) and a control switch, etc. so as to maintain the indoor temperature at the temperature set by a driver.

Flap information may be obtained by an active air flap (AAF). The AAF may be a system configured to control a flap installed to be opened and closed between a radiator grille and a radiator. The AAF may reduce the air resistance of the vehicle and improve traveling stability by closing the flap during high-speed traveling. In addition, the AAF may be configured to lower the internal temperature of an engine compartment by opening the flap when there may be a risk of overheating of components due to an increase in the temperature inside the engine compartment. For example, the AAF maybe configured to close the flap when starting the vehicle so as to reduce the time it takes to heat the cold engine up to a predetermined temperature, may close the flap when the inflow of external air may be unnecessary (minimizing air resistance) when the vehicle may be traveling, may open the flap when the temperature of the engine compartment rises to or above a threshold temperature to thereby cause a risk of overheating of components, and may open the falp so as to maintain the pressure of refrigerant when an air conditioner compressor may be operating. In this case, the AAF may serve as an outdoor unit (condenser).

PAS mode information may be obtained by the PAS. The PAS may be a system that uses 4 to 6 ultrasonic sensors attached to the bumper of the vehicle so as to monitor the space in the range of about 0.25 m to 1.5 m at the front and rear of the vehicle, and informs the driver of the presence of an obstacle with an alarm sound. The PAS may include an ultrasonic sensor and a warning device.

Gear stage information may be obtained by a transmission control unit (TCU) and an SBW control unit (SCU). The TCU may be a device configured to control an automatic transmission. The TCU may determine when or how to shift gear for optimum control for fuel economy, optimum torque and load by using data provided by the TCU as well as the sensors attached to the vehicle.

The SCU may be a control device configured to act as the brain of the transmission. When the SCU may be attached to a shift by cable (SBC) transmission, the SCU may convert the SBC system into a shift by wire (SBW) system. Unlike a hydraulic SBW, the SCU changes the travel function using the power of a motor, whereby the SCU may be called “electric SBW”. In other words, the SCU receives electrical signals through buttons, levers, and dials and operates the SBC transmission with a motor so as to quickly change travel functions, as well as control the transmission when a dangerous situation occurs to thereby minimize the risk of accidents.

In addition, user input may be input through a command input tool provided in the vehicle, for example, a dial, a key button, a touch button, a touchscreen, etc., or may be transmitted via the telematics center through the manipulation of an application installed in a smart device of a vehicle owner or a user, depending on the structure of the vehicle. The smart device may include, but may not be limited to, a smartphone, a smart terminal, a mobile phone, a mobile device, a mobile terminal, and the like.

The source of each of the above-described input information may be described based on the initial source of the information, which may be information that may be transmitted to the valet control unit 100 via another control unit or that has been processed by being filtering by another control unit, depending on the structure of the vehicle.

Meanwhile, the valet control unit 100 may include a determinator 110, a setter 120, and a power limiter 130. The valet control unit 100 may be referred to as a valet mode control unit.

In implementation, because the valet control unit 100 applicable to the embodiments may accompany the function of controlling a powertrain depending on its level, the valet control unit 100 may be implemented as a higher-level control unit having an integrated control function for the powertrain, such as a vehicle control unit (VCU) in an electric vehicle (EV), a hybrid control unit (HCU) in a hybrid vehicle, and the like, but may not be necessarily limited thereto.

Hereinafter, each component of the valet control unit 100 will be described in more detail.

First, the determinator 110 may be configured to determine whether at least one of predetermined conditions to enable valet mode may be satisfied under the control of the valet control unit 100, and decide to activate the valet mode function when the conditions may be satisfied. Examples of the predetermined conditions to enable valet mode may be as follows, but may not be necessarily limited thereto.

A command for enabling valet mode may be manually entered by a vehicle owner through the AVN system or the user setting menu (USM).

A command for enabling valet mode may be input by remote control using wireless communication (e.g., a command may be transmitted via a telematics system, or a command may be input from a mobile terminal connected through near field communication such as Wi-Fi or Bluetooth, etc.).

A door sensor detects that a driver's seat door may be opened or closed, and a seat sensor senses that a driver's weight may be different from a vehicle owner's weight (i.e., a change of driver may be detected).

A navigation system detects that the vehicle has reached a preset location (e.g., an airport, hotel, restaurant, parking lot, or location determined by the navigation system to be a valet area, a location preset by a driver, etc.).

The vehicle arrives at a predetermined location set based on big data (e.g., big data may be a driver's past setting history, other drivers' setting histories, etc.) learned by the navigation system or linked to a telematics center.

A device that has been previously registered through Bluetooth changes to a non-connected state.

A parking assist system (PAS) may be activated (the parking assist system may include, but may not be limited to, a smart parking assist system (SPAS), a remote parking assist system (RPAS), etc.).

The vehicle may be determined to be in parking lot mode through internal logic based on sensor information of the vehicle (e.g., APS, BPS operation analysis, etc.).

The above-described determinator 110 may be referred to as a traveling state determinator.

Next, when the vehicle may be determined to be in valet mode, the setter 120 may be configured to set the vehicle to a plurality of parking state modes based on the traveling state of the vehicle being parked. In other words, when the determinator 110 determines to activate the valet mode function under the control of the valet control unit 100, the setter 120 may be configured to set the vehicle to a plurality of parking state modes based on the traveling state of the vehicle being parked. The setter 120 may be referred to as a parking state determinator.

In valet mode, the setter 120 may be configured to determine whether the parking assist system may be activated. When PAS mode information may be obtained during valet mode, the setter 120 may be configured to determine that the parking assist system may be activated. In other words, when the parking assist system (PAS) may be determined to be activated, the setter 120 may be configured to set the parking state mode to a first parking state mode. The first parking state mode may be a valet mode and a state in which the PAS may be activated.

In addition, in the first parking state mode, the setter 120 may be configured to determine whether P-position may be engaged based on gear shift information. When the P-position information may be obtained based on the gear shift information during valet mode, the setter 120 may be configured to determine that the P-position may be engaged. In other words, when the P-position may be determined to be engaged, the setter 120 may be configured to set the parking state mode to a second parking state mode. The second parking state mode may be a valet mode and a state in which the PAS may be activated and the P-position may be engaged.

In addition, when the PAS mode information may not be obtained during the valet mode, the setter 120 may be configured to determine that the parking assist system may not be activated. When the setter 120 determines that the parking assist system may not be activated, the setter 120 may be configured to determine a condition for requesting opening of the AAF using air conditioning of the vehicle.

When the condition for requesting opening of the AAF may be satisfied, the setter 120 may be configured to set a third parking state mode. The third parking state mode may be a valet mode and a state that satisfies the condition for requesting opening of the AAF.

For example, when there may be a request for opening the AAF using air conditioning in the state in which the valet mode may be activated, and when all of the conditions for requesting opening of the AAF may be satisfied, the setter 120 may limit the air conditioning (A/C operation may be Off and ventilation may be maintained) and close the AAF. Examples of the conditions for requesting opening of the AAF may be as follows, but may not be necessarily limited thereto.

There may be no request for opening the AAF due to temperature rise in the engine compartment.

The engine may not be operating (e.g., EV mode)

The traveling speed of the vehicle may be equal to or greater than a predetermined threshold speed (e.g., when the vehicle speed may be less than or equal to 30 kph, the air resistance may be low and the effect of closing the AAF may not be large, so the corresponding control may not be performed, however, when the wind blows heavily, the predetermined threshold speed may be corrected according to wind direction/wind speed information.).

The indoor temperature may be greater than or equal to a predetermined threshold temperature (e.g., when the indoor temperature of an eco-friendly vehicle may be 30° C. or higher, the threshold value of the indoor temperature may be set to an appropriate indoor temperature of 20 to 26° C.). The indoor temperature threshold may be manually set by the vehicle owner or a driver. The indoor temperature threshold may be a maximum temperature that may be set by the fully automatic temperature control (FATC) in the vehicle. This indoor temperature threshold may be corrected according to the outdoor temperature/humidity.

In addition to the conditions mentioned earlier, there may be no need for inflow of external air into the vehicle.

Next, the power limiter 130 may be configured to calculate an air conditioning limit power for controlling the air conditioning of the vehicle based on each of the valet mode and the plurality of set parking state modes. The power limiter 130 may be referred to as an air conditioning limit power calculator.

The power limiter 130 may be configured to set the air conditioning limit power to at least one or more air conditioning limit ranges under the control of the valet control unit 100. For example, the power limiter 130 may differently apply the set at least one air conditioning limit power level range to each of the valet mode, the first parking state mode, and the second parking state mode.

At least one air conditioning limit power level range may set a first air conditioning limit power level, a second air conditioning limit power level, and a third air conditioning limit power level based on the maximum power capable of controlling air conditioning of the vehicle.

In other words, the first air conditioning limit power level may have a maximum value greater than the second air conditioning limit power level and the third air conditioning limit power level. The second air conditioning limit power level may have a maximum value greater than the third air conditioning limit power level. Accordingly, the maximum value of the second air conditioning limit power level may be set to be smaller than the maximum value of the first air conditioning limit power level and greater than the maximum value of the third air conditioning limit power level.

The power limiter 130 may calculate the air conditioning limit power based on the first air conditioning limit power level in the case of the valet mode, may calculate the air conditioning limit power based on the second air conditioning limit power level in the case of the first parking state mode, and may calculate the air conditioning limit power based on the third air conditioning limit power level in the case of the second parking state mode.

The air conditioning function being limited during the valet mode by the valet control unit 100 according to an embodiment of the present disclosure described above will be described using graphs as follows.

FIGS. 2 and 3 illustrate an example in which an eco-friendly vehicle controls air conditioning when valet mode may be activated according to an embodiment of the present disclosure.

Referring to FIGS. 2 and 3 , the horizontal axes in the graphs in FIGS. 2 and 3 may denote time, the vertical axis in the graph in FIG. 2(a) may denote speed, the vertical axis in the graph in FIG. 2(b) may denote the depth of pedal depression, the vertical axes in the graphs in FIGS. 2(c) and 3(c) may denote whether the valet mode may be activated, the vertical axes in the graphs in FIGS. 2(d) and 3(d) may denote whether the PAS may be activated, the vertical axes in the graphs in FIGS. 2(e) and 3(e) may denote whether the P-position may be engaged, and the vertical axes in the graphs in FIGS. 2(f) and 3(f) may denote FATC limit power.

FIG. 2(a) shows the speed of the eco-friendly vehicle before and after the valet mode may be set according to the passage of time. FIG. 2(b) shows the depth of pedal depression for an accelerator pedal sensor (APS) (solid line) and a brake pedal sensor (BPS) (dotted line) of the eco-friendly vehicle operated before and after the valet mode may be set, FIGS. 2(c) and 3(c) show that the valet mode may be activated in the eco-friendly vehicle, FIGS. 2(d) and 3(d) show that the PAS may be activated in the eco-friendly vehicle, FIGS. 2(e) and 3(e) show that P-position may be engaged in the eco-friendly vehicle, and FIGS. 2(f) and 3(f) show that the range of the air conditioning limit power level may be set under the control of the valet control unit.

Referring to FIGS. 2(c) to 2(f) and 3(c) to 3(f), the power limiter 130 may differently apply the air conditioning limit power to each of the valet mode, the first parking state mode, and the second parking state mode, under the control of the valet control unit 100.

The range of the air conditioning limit power level may include the first air conditioning limit power level, the second air conditioning limit power level, and/or the third air conditioning limit power level.

The power limiter 130 may automatically activate the existing economic air conditioning mode when the valet mode may be activated under the control of the valet control unit 100.

When the valet mode may be activated under the control of the valet control unit 100, the power limiter 130 may calculate the air conditioning limit power based on the first air conditioning limit power level L1. The first air conditioning limit power level L1 may be a power level in which the existing air conditioning limit power level may be lowered. The power limiter 130 may further lower the first air conditioning limit power level L1 after applying the existing air conditioning limit power under the control of the valet control unit 100.

Thereafter, when the vehicle may be in the first parking state mode (PAS may be activated) in the state in which the valet mode may be activated under the control of the valet control unit 100, the power limiter 130 may calculate the air conditioning limit power based on the second air conditioning limit power level. The second air conditioning limit power level L2 may be a power level in which the first air conditioning limit power level L1 may be lowered. The power limiter 130 may further lower the second air conditioning limit power level L2 after applying the first air conditioning limit power level L1 under the control of the valet control unit 100. This may be because the eco-friendly vehicle will be parked and the use of the vehicle will soon end, and thus, excessive air conditioning may be unnecessary.

Thereafter, when the vehicle may be in the second parking state mode (P-position may be engaged) in the state in which the valet mode and the first parking state mode (PAS may be activated) may be activated under the control of the valet control unit 100, the power limiter 130 may calculate the air conditioning limit power based on the third air conditioning limit power level L3. The third air conditioning limit power level L3 may be a power level in which the second air conditioning limit power level L2 may be lowered. The power limiter 130 may further lower the third air conditioning limit power level L3 after applying the second air conditioning limit power level L2 under the control of the valet control unit 100.

This may limit unnecessary air conditioning when the use of the eco-friendly vehicle ends and prevent the valet driver from resting in the vehicle.

The valet control unit 100 described above may control the power limiter 130 to set the air conditioning limit power to at least one air conditioning limit power level range based on a preset factor. For example, the power limiter 130 may be configured to set the first air conditioning limit power level to the third air conditioning limit power level by applying the preset factor to the existing air conditioning limit power. For example, the preset factor may be set differently depending on the set parking state mode. For example, the power limiter 130 may set a preset factor to 0.7 to calculate the air conditioning limit power when only the valet mode may be activated under the control of the valet control unit 100, may set the preset factor to 0.5 to calculate the air conditioning limit power when valet mode and PAS may be both activated, and may set the preset factor to 0.3 to calculate the air conditioning limit power when valet mode and PAS may be activated, and P-position may be engaged.

As described above, the present disclosure may limit the air conditioning limit power. However, the air conditioning limit power may not be limited at the minimum value of the same, and may be limited at the maximum value of the same when the allowable power may be equal to or greater than a set value. In other words, in the present disclosure, a case in which the actual air conditioning allowable power may be very low depending on a situation may be considered.

For example, when the maximum value of the first air conditioning limit power level may be set to 50,000, the maximum value of the second air conditioning limit power level may be set to 40,000, the maximum value of the third air conditioning limit power level may be set to 30,000, and the current allowable power may be 60,000, the air conditioning limit power level may be limited to 50,000, which may be the maximum value of the first air conditioning limit power level, may be limited to 40,000, which may be the maximum value of the second air conditioning limit power level, and may be limited to 30,000, which may be the maximum value of the third air conditioning limit power level.

For example, when the maximum value of the first air conditioning limit power level may be set to 50,000, the maximum value of the second air conditioning limit power level may be set to 40,000, the maximum value of the third air conditioning limit power level may be set to 30,000, and the current allowable power may be 35,000, the air conditioning limit power level may be limited to 35,000, which may be the maximum value of the first air conditioning limit power level, may be limited to 35,000, which may be the maximum value of the second air conditioning limit power level, and may be limited to 30,000, which may be the maximum value of the third air conditioning limit power level.

For example, when the maximum value of the first air conditioning limit power level may be set to 50,000, the maximum value of the second air conditioning limit power level may be set to 40,000, the maximum value of the third air conditioning limit power level may be set to 30,000, and the current allowable power may be 45,000, the air conditioning limit power level may be limited to 45,000, which may be the maximum value of the first air conditioning limit power level, may be limited to 40,000, which may be the maximum value of the second air conditioning limit power level, and may be limited to 30,000, which may be the maximum value of the third air conditioning limit power level.

FIG. 4 illustrates an example of a form in which each of the levels may be set for a corresponding function according to an embodiment of the present disclosure.

Referring to FIG. 4 , a user may access the user setting menu (USM) for the valet mode through a predetermined command input using the AVN system or the like.

For example, a user may access a level setting menu for setting the air conditioning or the level setting menu for limiting the air conditioning limit power level in the user setting menu for the valet mode.

In each menu, a function to be currently set, a set air conditioning limit power level, and a description of the function of the set air conditioning limit power level may be displayed.

When the valet mode described so far may be activated, the control process for limiting the air conditioning may be summarized as a flowchart in FIG. 5 .

FIG. 5 is a flowchart showing an example of the control process for limiting air conditioning during a valet mode according to an embodiment of the present disclosure.

Referring to FIG. 5 , first, the determinator 110 of the valet control unit 100 may determine whether the conditions to enable valet mode may be satisfied.

When the determinator 110 determines that at least one of the conditions to enable valet mode is satisfied, the setter 120 may set the vehicle to a plurality of parking state modes based on the traveling state of the vehicle being parked in the case of the valet mode.

In the valet mode, the setter 120 may determine whether the parking assist system is activated. Upon determining that the parking assist system (PAS) is activated, the parking state mode may be set as a first parking state mode.

In the first parking state mode, the setter 120 may determine whether P-position is engaged based on the gear shift information. Upon determining that the P-position is engaged, the parking state mode may be set as a second parking state mode.

When the setter 120 determines that the parking assist system is not activated, the setter 120 may determine a condition for requesting opening of AAF using air conditioning of the vehicle.

When the setter 120 determines that the condition for requesting opening of the AAF is satisfied, the setter 120 may set the third parking state mode.

Here, the condition for requesting opening of the AAF may include that an engine of the vehicle is not operating, that a traveling speed of the vehicle is equal to or greater than a predetermined threshold speed, and that an indoor temperature of the vehicle is greater than or equal to a predetermined threshold temperature.

Next, the power limiter 130 may calculate an air conditioning limit power capable of limiting the air conditioning of the vehicle based on each of the valet mode and the plurality of set parking state modes.

The power limiter 130 may set the air conditioning limit power to at least one or more air conditioning limit ranges, and then may differently apply the set at least one air conditioning limit power level range to each of the valet mode, the first parking state mode, and the second parking state mode.

At least one air conditioning limit power level range may set a first air conditioning limit power level, a second air conditioning limit power level, and a third air conditioning limit power level based on the maximum power for controlling air conditioning of the vehicle. Here, the maximum value of the second air conditioning limit power level may be set to be smaller than the maximum value of the first air conditioning limit power level and greater than the maximum value of the third air conditioning limit power level.

The valet control unit 100 may control the power limiter 130 to apply the first air conditioning limit power level in valet mode, to apply the second air conditioning limit power level in the first parking state mode, and to apply the third air conditioning limit power level in the second parking state mode.

When the valet mode may be activated according to various embodiments of the present disclosure as described above, at least one parking state mode may be set based on the traveling state of the eco-friendly vehicle being parked and the air conditioning limit power capable of controlling the air conditioning may be limited corresponding to the set at least one parking state mode, thereby preventing unnecessary fuel consumption.

In addition, according to various embodiments of the present disclosure, when the valet mode may be activated and a large traveling resistance occurs depending on the traveling situation of the eco-friendly vehicle when opening of the AAF may be requested due to air conditioning, the air conditioning of the eco-friendly vehicle may be restricted to improve fuel efficiency.

The effects obtained by the present disclosure may not be limited to the effects mentioned above, and other effects not mentioned above will be clearly understood by those skilled in the art based on the following description.

In the embodiments described so far, the level indexing expressed such as 1 to 3 may be merely an example and means that the control method and type change as the level changes. Therefore, it may be apparent to those skilled in the art that other expressions maintaining the meaning, such as A, B, C, D, or 4, 3, 2, 1, may be possible.

In addition, it goes without saying that two or more of the above-described levels may be integrated into one, or may be subdivided into lower levels depending on conditions within the same level.

Meanwhile, the present disclosure may be implemented as computer-readable code in program-recorded media. The computer readable medium includes all kinds of recording devices in which data readable by a computer system may be stored. Examples of such computer-readable media may include a hard disk drive (HDD), a solid state drive (SSD), a silicon disk drive (SDD), ROM, RAM, CD-ROM, magnetic tape, a floppy disk, an optical data storage element and the like. Accordingly, the above detailed description should not be interpreted as limiting in all embodiments, but should be considered as illustrative. The scope of the disclosure should be determined by reasonable interpretation of the appended claims, and all changes within the equivalent scope of the disclosure may be included in the scope of the disclosure. 

What is claimed is:
 1. A method of controlling a valet mode of a vehicle, the method comprising: determining whether the vehicle is in the valet mode; when the vehicle is determined to be in the valet mode, setting the vehicle to one of a plurality of parking state modes based on a traveling state of the vehicle being parked; and calculating an air conditioning limit power capable of limiting an air conditioning of the vehicle based on the valet mode and the one of the plurality of set parking state modes.
 2. The method according to claim 1, wherein the setting comprises: in the valet mode, determining whether a parking assist system (PAS) is activated, and upon determining that the PAS is activated, setting a first of the plurality of parking state modes to a first parking state mode; and in the first parking state mode, determining whether P-position is engaged based on gear shift information, and upon determining that the P-position is engaged, setting a second of the parking state modes to a second parking state mode.
 3. The method according to claim 2, wherein the calculating the air conditioning limit power comprises: applying a plurality of air conditioning limit power level ranges differently for each of the valet mode, the first parking state mode, and the second parking state mode; and setting the air conditioning limit power to at least one of the plurality of air conditioning limit ranges.
 4. The method according to claim 3, wherein the plurality of air conditioning limit power level ranges sets a first air conditioning limit power level, a second air conditioning limit power level, and a third air conditioning limit power level based on a maximum power capable of controlling air conditioning of the vehicle.
 5. The method according to claim 4, wherein the second air conditioning limit power level has a second maximum value set to be smaller than a first maximum value of the first air conditioning limit power level, and set to be greater than a third maximum value of the third air conditioning limit power level.
 6. The method according to claim 5, wherein the calculating comprises applying the first air conditioning limit power level in the valet mode, applying the second air conditioning limit power level in the first parking state mode, and applying the third air conditioning limit power level in the second parking state mode.
 7. The method according to claim 2, wherein the setting further comprises, upon determining that the PAS is not activated, determining a condition for requesting opening of an active air flap (AAF) using air conditioning of the vehicle.
 8. The method according to claim 7, wherein the determining comprises, when the condition for requesting opening of the AAF is satisfied, setting a third parking state mode.
 9. The method according to claim 8, wherein the condition for requesting opening of the AAF comprises that an engine of the vehicle is not operating, that a traveling speed of the vehicle is equal to or greater than a predetermined threshold speed, and that an indoor temperature of the vehicle is greater than or equal to a predetermined threshold temperature.
 10. A computer-readable recording medium for recording a program for executing the method of controlling the valet mode of the vehicle according to claim
 1. 11. A vehicle provided with a valet control unit for controlling a valet mode, wherein the valet control unit comprises: a determinator configured to determine whether the vehicle is in the valet mode; a setter configured to set the vehicle to one of a plurality of parking state modes based on a traveling state of the vehicle being parked when the vehicle is determined to be in the valet mode; and a power limiter configured to calculate an air conditioning limit power for controlling air conditioning of the vehicle based on the valet mode and the one of the plurality of parking state modes.
 12. The vehicle according to claim 11, wherein the setter, in the valet mode, is configured to determine whether a parking assist system (PAS) is activated, and upon determining that the PAS is activated, set a first of the plurality of parking state modes to a first parking state mode; and in the first parking state mode, determine whether P-position is engaged based on the gear shift information, and upon determining that the P-position is engaged, set a second of the plurality of parking state modes to a second parking state mode.
 13. The vehicle according to claim 12, wherein the power limiter is configured to: apply a plurality of air conditioning limit power level ranges differently to each of the valet mode, the first parking state mode, and the second parking state mode, and set the air conditioning limit power to at least one of the plurality of air conditioning limit ranges.
 14. The vehicle according to claim 13, wherein the power limiter is configured to set the air conditioning limit power to a first air conditioning limit power level, a second air conditioning limit power level, and a third air conditioning limit power level based on a maximum power capable of controlling air conditioning of the vehicle.
 15. The vehicle according to claim 14, wherein the second air conditioning limit power level has a second maximum value set to be smaller than a first maximum value of the first air conditioning limiting power level, and set to be greater than a third maximum value of the third air conditioning limiting power level.
 16. The vehicle according to claim 15, wherein the power limiter is configured to apply the first air conditioning limit power level in the valet mode, apply the second air conditioning limit power level in the first parking state mode, and apply the third air conditioning limit power level in the second parking state mode.
 17. The vehicle according to claim 12, wherein the setter is configured to, upon determining that the PAS is not activated, determine a condition for requesting opening of an active air flap (AAF) using air conditioning of the vehicle.
 18. The vehicle according to claim 17, wherein the setter is configured to, when the condition for requesting opening of the AAF is satisfied, set a third parking state mode.
 19. The vehicle according to claim 18, wherein the condition for requesting opening of the AAF comprises that an engine of the vehicle is not operating, that a traveling speed of the vehicle is equal to or greater than a predetermined threshold speed, and that an indoor temperature of the vehicle is greater than or equal to a predetermined threshold temperature. 